Automatic delivery system



E. T. S; CLIFFE.

AUTOMATICA DELIVERY SYSTEM. APPLICATION mso 15N. 10, 1919.

1,351,41 3. Patented Aug. 31,1920.

5 nue nto/z E. T. S. CLIFFE,

AUTOMATIC DELIVERY SYSTEM.

APPLICATION FILED 1AN..u, ma.

Patent'ed Aug. 31, 1920.

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APPLICATION FILED .IAN.10, I9l9. 1,351,413.

L'Patented Aug. 31, 1920.

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AUTOMATIC DELIVERY SYSTEM.

APPLICATION FILED IAN. I0. 1919.

Patenoted Aug. 31, 1920, v.fs SHEETS-SHEET 4.

E. T. s. CUFFE. AUTOMATIC DELIVERY SYSTEM.

APPLICATION EILED IAN. 10, 1919.

Patented Aug. 31, 1920.

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E. T. s. CLIFFE. I AUTOMATIC DLIVERY SYSTEM.

APPLICATION FILED IAN. I0. 1919.

1,351,413- Patented Aug. 31,1920, A 6 SHEETS-SHUI 6.

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ELZA T. s. CLIFFE, or Mansriniin, oHIo.

AUTOMATIC DELIVERY SYSTEM.

Speecation of Letters Patent. Patented Auf?. 31, 1920.

Application filed January 10, 19419.V Serial No.r 271),@56f4 The objectskof my invention are to provide an automatic parcel and safedelivery system that is electrically operated for automatically conveying parcels and freight A from a central station to a sub-station, and

to provide a system which may be *conveniently installed underground in large cities and above ground ,for rural delivery.Y

Other objects of my invention are to provide an automatic trolley system of the above type wherein the cars or trains are suspended from trolley wires or rails and the cars or trains drawn by motor cars set in motion at a central station and automatically controlled by a sub-station, and to furnish such a system with sub-stations for receiving parcels and freight without injury or damage to the same.

Further objects of my invention are to provide a delivery system of the above type wherein the suspended cars or carriers automatica-lly control switching or shunting of a train of cars from one path of travel to another, such being established without any danger of the train of cars being de-railed or side wiping any train en route; and, to

furnish cars of such a system with novelv automatic brakes that are applied to the wires or rails from which the cars areV susended.

Still further objects of my invention are to provide a system of the above type which on a small scalemay be installed vin large buildings for conveying parcels and other matter from one floor to another and to stations on the floors; and, when constructed on a large scale is operated throughout the country as an auxiliary to the mail order business, thus permitting a purchaser to obtain prompt delivery of any matter, without the` employment of labor incident thereto.

The above are justa few of the many obi jects and advantages derived from a system 'sin accordance with my invention, and reference will now be had to the drawings showdescribed are merely any example of vmechanical devices that may be used for carrying my inventionA into practice.

In the drawings,

Figure l is a side `'elevation of a portion of the trolley system, particularly adjacent a switch5vshowing the mechanism for autoing a preferred embodiment of invention, butit isto be understood that the structural elements shown and hereinafter matically switching or 'shunting avtrain of j cars;

Fig. 2 is a. plan of the saine;

Fig. Sis a detail view-of` a portion of the trolley pole andtrolley wire or rail bracket;

Fig. l is a detail front elevation of a p0rtionv of the switch operating mechanism;

Fig. 5 is a horizontal sectional view of a receiving station; f

Fig. 6 is a vertical sectional view of the same, showing a car iii side velevation relative thereto, and about to deposit matter in the receiving station;

Fig. 7 is an end view car; f j

Fig. 8 is a side elevation of a portion of a motor car showingthe trolley suspension thereof;

Fig. 9 is a side elevation of a parcelA or .freight car, partly broken away and partly in section, showing in particular the brakes associated therewith; j

Fig. l0 is a bottom plan of a car with the doors thereof closed;

Fig. ll is a horizontal sectional view of a mechanisms therein, and

Fig. 12 is an end View of the same.

of a parcel or freight k motor car showing the motor and controlling Along the right of way are setsv of propf erly spaced trolley poles l provided with insulated brackets 2 supporting parallel trolley wires or rails 3, and these wires or rails are of sufficient strength to permit of considerable weight being suspended from the same. The wires or rails 3 may be' considered as an overhead track and before considering the cars suspended therefrom, reference will be had to Figs. '1,2 and. 4c showing a switch that is automatically actuated for shunting a train of cars on toa branch track or siding t.4 The main track 3 has a severed section 5 that may be exed or swung to aline with the end of the branch track, somewhat similar to switch tongues and to automatically accomplish an operation of the I switch, the following mechanism is employed.

Below the main track 3 and contiguous to ,the flexible section 5 thereof Vis located a pedestal provided with bearings 7 and a 'bracket 8. Journaled in the bearings 7 is Y.

lower the rack rod- 15 and actuatethe switch. YThe bell cranks 24V may beY of different lengths-and placed in differentpositions, soV

a longitudinal shaft 9 having a worm 10 meshing with a horizontally disposed gear wheel ll'rotatable on the top of the pedestal 6, and said gear wheel is provided with a radially disposed stop arm 12 and an angularly disposed trussed switchY arm 13 said arm having the upper end connected to the ends of the flexible section 5 of the main track 3, so that when the gear wheel 11 is partially rotated the end of the main track 3 may be flexed to aline with the branch track 4. The radially disposed arm 12 ex-` tends into the bracket 8 and by contacting with thebracket limits the movement of the switch arm 13.

Adjacent the pedestal 6, at the sides of the main track 3, is an frame 14 extending in proximity to one of the wires or rails of the main track and slidable in said A frame is a vertically disposed rack rod 15 which hasV its upper end provided with a bracket or support 16 for one of the wires or rails of the main track. The lower end of the rack rod 15 telescopes with a pedestal 17 and contains a coiled compression cushion spring V18 adapted to restore theV rack rod 15 to an elevated position after said rod is depressed by the weight of tram or car onV the main track 3 above the bracket or support 16.

The lower telescoping end of the rack rodr 15'has a rack 19 meshing with a pinion. 2O on the shaft 9, said shaft being journaled in a bearing 21 forming part of the pedestal 17. The bearing 21 affords a support tor a spring pressed latch 22. that engages under thelower end of the rack rod 15 and holds said rack rod normally elevated, so that said rack rodv cannot beV depressed until the latch 22 is withdrawn. To. accomplish this, said latch is connected to a cable or flexible connection 23 extending under a slieave carried by one of the trolley poles 1, said cable extending upwardly to a pivoted bell crank 24, carried by the bracket ,25 on Vthe trolley pole 1.

vThe rack rod 15 is located a suiiicient distance from the flexible section 5 of the main track. so that the switch may be operated in sufficient. time for atrain or car to move on to the branch track 4, and it is essential that the switch arm 13 firmly support the flexible section in order that there may be no sagging movement of said section due to the weightof a car; With the flexible section 5 shiftable in a horizontal plane, the inherent tendency of the wires or rails of the main track to assume normal position will coperate with the expansive force of the spring 18 in returning the flexible section of the main track to its normal position after a train has passed on to the side branch 4.

lt is alsoessential that the rack rod 15 be located intermediate two sets of trolley poles 1, so that one of the wires or rails of the main track may be vsufliciently flexed to as to differentiate the various switches of the system, and withy a train or cars moving in the direction of the varrow A of Fig. 1, the bell crank 24 is adapted to beA tripped or actuated so as to withdraw'the-'latch 22 and permit of the weight of a car or train actuating the switch whenv it isV 'desired to pass on to-the branch trackr 4. Y

Considering the motor car adapted for.

drawing a train of cars, 'reference will be had to Figs. 8, 11 and 12 showing a boxe-like car body 26 having sets of hangers 26a and 27 connected Abylongitudinal framesv 28.

part of an electric motor 3,5-within the carA bod 26.- The electric motor- 35 1s electrically connected, as at 36, to one of the hangers 26, and one of the hangers 27 is connected, by a conductor 37, to an automatic cut out switch 38, said cut out switchv being connected by a conductor 39, to a manuallyY operated knife switch 40 that isin turn connected, as at 41, .to Vthe motor 35.

Adjacent the lautomatic cut out switch 38 is a bracket 42 supporting a pivoted switch Yarm 43 that serves the automatic switch738,

said switch arm having one end thereof con-- nected by a link 44 to an automatic switch closing rod 45 supported in suitabley bearings 46, the rod 45 is encircled byY a spring 66 that bears against a collar'46a on the rods and maintains the switchl arm 43 normally closed.

The opposite end of the switch arm 43 has a cam shoe 47 engaging-a ball bearing 48 on" the end of a transverse shiftable shaft 49 mounted in bearings 50 and 51, the Alatter containing a Vcoiled compression springY 52 that maintains the ball bearing 48 normally in engagement with the cam shoe 47 of the switchk arm 43. Y

On the shiftable shaft 49 and fixed for rotation therewith are gear wheels 53 and 54, the'former being beveled and adapted to mesh with the beveledface 55 of a gear wheel '5 6 supported in bearings 57, said gear wheel meshing with a largev gear wheel 58.

on the armature shaft 34 of the motor 35.

The gear' .wheel 54 is adapted to Vbe rotated by a motor braking or retarding. mechanism,

.which in its present form, consists of an in-v cased large band spring 59 having its Varbor geared as at 60, to a longitudinal shaft 6l,

journaled in bearings 62. The longitudinal.

, shown in Fig. 1l.

As shown in Fig. y11, the motor` car may be considered as in operation, as the automatic shut off switch 38 is closed, also the manually operated' blade'switch 40, closing the circuit of the electric motor and thus causing said motor to impart movement to ythe large trolley wheel 29, which causes the motor car to travel on the overhead track.

The switch arm 43 is connected by a link and Vuniversal connection 44il to a crank wheel 43a of a controlling motor 50a, said motor being operated from astorage battery 5la or from the main sourceof electrical energy, and when said motor is started, the i wheel43a and linkage44a 4open and break the circuit through the electric motor 35.

As the switch arm 43 is swung to an open position, the transverse shaft 49 is shifted placing the gear wheel 54 in mesh with the gear wheel 64 and the beveled gear 53 in mesh with thebeveled gear 55. With the spring 59 normally unwound, the overrunning movement of the electric motor 35 is retarded by the spring 59 being placed under tension and this has a restraining influence on the motor that causes the same to stop Ywhereby a train or car will not be carried past a predetermined designation. By thel timethere is a cessation in the operation of the motor 35, the transverse shaft 49 has made a complete revolution causing the cam arm 65 to impinge against the face' of the gear wheel 54 and thus coperate with the spring 52 in restoring the transverse shaft 49 to normal position, causing the switch arm 43 to close and start the motor 35.

Vhen the gear wheels 54 and 64 are dis-engaged the spring 59 assumes a normal unwound position. lt is now apparent that the elements 47 to 65 inclusive constitute means for braking or retarding the electric motor *after'the electric circuit is broken through the same, and the starting and stopping of said motor is automatically controlled by the controlling motor 50a as will hereinafter appear.

` charge the same.

Besides the motor car being utilized as a tractor or propulsion means for -a train, said motor car isequipped to operate the switch throwing mechanism'shown inFig. 1.

One ofthe hangers 27 is provided with a bracket 67` for an adjustable trip 68, which is set in the path of the bell crank 24, so as to impinge against said bell crank and trip the samev to permit of the switch being thrown as shown in Fig. 2.

Considering the parcel or freight cars, one of which is illustrated in Figs. 6, 7 and 9, and 10, said car comprises a rectangular body 69, and extending upwardly from the sides of the body are sets of hangers 70. The upper ends of the hangers 70 are provided with universal joints 71 connecting said hangers to trolley harps ,72. In the harps 72 are revoluble trolley wheels 73 and 74, the former riding on the wires or rails of the main track, and the latter riding against said wires or rails with said wheels coperating in preventing accidental displacement of the trolley harps.

The bottom of each car body is formed by inclined end walls 75 to facilitate the discharge of a parcel or full load and byhinged drop doors 7 6 and7f7 are hinged to the sidev walls 78 'of the car body by strap hinges 79 and associated with said hinges are coiled retractile springs 80 adapted to automatically `close the doors 76 and 77 after said doors lhave been opened bv a load toV dis- On the bottom of the door76 are pivoted l latch bars 8l adapted to engage in keepers 82 of the door 77 and thus lock the door in a closed position. Connectingthe4 pivoted latch bars 8l isa longitudinal slide bar 83 supported in straps 84 connected to the door 76. Connected to one end of the slide bar83 is a coiled retractile spring 85 which is con nected to the door 76 and is adaptedto shift the slide bar 83, when said bar is released, to swing the latch bars 82 to an open position. The opposite end of the slide bar 83 terminates in a beveled tooth 86 engaged by a bell crank latch 87 pivotally connected to a bracket 88, carried by one of the inclined end walls 75 of the car body 69. Y

Journaled inl the side walls 7 8.of the car body, at the forward end thereof, is a rock shaft 89 provided with a crank 90 connected by links'91 to the bell crank 97. vAdjacent the crank 90 is another crank 100 connected by a retractile spring 92 to the car body. The crank 100 serves as a switch arm and is adapted to close a controlling switch 93 carried by a bracket 94 on the end wa'll 75 `of the car `body 69'. Wires 95 connect said switch to train wires 96a extending 'through conduits 97a adjacent one :of the side walls 78 of the car body, so as not to interfere iio .with the. discharge of merchandisefrom the .carbody Thev train wires 96aextend1out.

of theends of' the carbody andare adapted to have 'the ends thereof..connecte'd tothe .train wires oftother .cars by plugs and cou fpling wires, generally designated 98a;

The .ends` of the'roclr-shaft 89 outside of Y :the car body 69, are. provided; withlcranks 96 connectedA to upwardly extending brake.

rods 97. The upper ends of the brakerod 97 `are yield'ably connected, as at 9S, tojpivoted. f levers 99 supported by one. set. of the trolley l harps'72, and: these pivotedlevers support Vthe rotatable trolley wheels 7 l ofsaid. harp,

so that a rocking movement ofthe shaft 89y will raise Vor lower thetrolley wheels 741- .relativeto the wires or rails of the overhead track. It is therefore possibleV to rock the shaft 89L and cause the trolley wheels 74:. to

have a bra-king action.v againstA the wires orv rails to retard the. movementV of the car.

The shaft 89 may be rocked while the car is in motion, by the depending crank 1'00 being shifted or actuated at a station Where parcels or freight is to be delivered.

. Coupling members 101, ofhone car` are adapted to be connected tothe members of anradjoining .car when coupling the train wires 96a.

Reference will now be had to Figs. 5 and* 6 showinga receiving station, which may be4 inthe form of a metallic structure having parallel sideA wal'ls102, a rear wall 103, andv an inclined front wall 104.l ThirsAmetallic structure willa'iford an elevator wellv or way and the lower end of said structure may be supported in Yal suitable foundation 105 hav f ing a door and doorway 106 registering with a doorway 107 in the lower end of the station structure.

Yr1`he inner sides of the walls 102 have vertical guideways 127 for the guides 108 of av boXlike elevator 109, said elevator having side frames 110 provided with wheels 111 bearing against the rear wall 103 of the station structure.

The bottom of the elevator 109 has a dashpot'112 containing a spring pressed piston or plunger 113', that eXtendsf out of the dashpot and is: provided with a'wheel 114'to ride against theV inner side of the in` clined front wall 1041-. The dash pot V112, is apertured, as at 116, and is providedE with a suitable check valve 115, and in consey quence of this dash-pot the descent ofthe elevator 109 will beiretarded by the inclined front' wall 104:v of the station structure; The

extreme lowering movement of the elevator is also retarded by vbuffers or cushions 117 n on the bottom of the stationstructure, and to raise the elevator a weight 118 iseinployed'. This weight is in a well 1'19 at the rear side of the station structure and is attached to a. cable 120 guided by a sheave'121 andtrained over anotherv sheavev 122' supported from a` funnel. er` chute 123 on. the top of the'. Station structure.. Thecable120 is attached to4 a bracketA 124e ofthe elevator v1109' and the/'weight v118 serves as al counterbalance tolr cooperate with then dashpot kin preventing too sudden a descent of. thev elevator. whenfloaded..

Thev funnel. y123 is adaptedto have. a car or` trainy of cars. passthereover, and. said .funnel'or vchute hasV a support 125 for an vat the station... The elevators' or .gravity carriers not only convey the. merchandise from an. elevation toa point whereit may be conveniently obtained but. prevents the merchandise from being injured or. broken when depositedy at a receiving station. f

ssuniingthat a .train-has been. loaded Y at a central station and .one car consigned to John Doeand: another toVJam'es llt i rFliese gentleme'nfhave. the tri-ps V126 constantly .set at their. receiving stations, so

that when the cars of. the consigner rea-ches V,the different stationsithev contents of lthe cars will bedeposited rllhe crank. of

the car load intended. for John Doe is. also set to impinge against the tripf 126V andff theseelements ofthe car consigned to. James Roe are set in different vertical'planesfrom K' those of John! Doe, so that each consignee will receive proper goods.

lVhen the car reaches the receiving 'sta-f tion of John Doe the shaft 89 is rocked, and threev distinct operations result from such actuation ofthe shaft. First, the latch bell crank 87 is actuated to release the dropV doors 76 and 77 so that the contentsof the` car may drop into the chute 123 and theV elevator 109. of the receiving station strueture. The doors 76 and 77 are snapped` shut and automatically locked. l

Next, the rocking movementfof the shaft- 89 imparts movement to the brakerods 97 and the trolley wheels 7i are actuated to bear against the wires or rails andretard the movement of the train. Simultaneously with this operation the switch 93 is closed,

and the controlling motor 50a' started to open .the switch arme A13 and break the circuit of the motor 35 in the motor car. The operation of the motor is retardedx by brake or restraining mechanism'of said car; y I n other' words, the train is brought toa standstill as soon aS possible soI that the carintended for John Doe'may desposit the merchandise in the service station for J ohn- Doe. Y

As .the discharge of the merchandise'is almost instantaneous, the cessation in the operation of the motor is for a very short period, as the spring G6 restores the switch arm 43 to normally closed position, closing the circuitof the motor 35 and setting the train in motion. When thecrank 100 is restored to normal position, the brake mechanism of the track is released and the train may proceed to the receiving station oi James Roe, where the merchandise in another car intended for James Roe is dieposited in his receiving station.

It is through the medium of the branch track that merchandise may be delivered from a main line direct to a rural residence and instead of the cars directly returning to the station from which said cars are started, the cars may travel to a rural station and be loaded with products to be delivered in a city or to another station. The cars may have top or side doors so as to be conveniently loaded, and since the cars are not subjected to violent vibrations, stresses `or strains, said cars can be made comparatively light in weight, so that when loaded, the

overhead wires or rails will readily support Lhe same.

What I claim is:

Y l. In a delivery system, the combination of an overhead track, a flexible switch section, means below said track adapted for flexing said switch section, cars suspended from said track, motive power for said cars,

and means movable with said car adapted to actuate said switch flexing means.

2. ln a delivery system, the combination of an overhead track having a flexible switch section, a switch arm actuated by depressing a portion of said track to flex said switch section, means normally supporting the por` tion of said track adapted to be depressed, a car adapted to travel below said track, and means carried by said car adapted to release said track supporting means so that the weight of said car may depress the track portionto actuate said switch arm.

8. In a delivery system, the combination of overhead parallel wires having a lexible y switch section, a car suspended from said wires, and means actuated by the weight of said car on said wires adapted to flex the lswitch section of said wires.

4. In a delivery system, the combination of overhead parallelwires having a flexible switch section, a car suspended from said i wires, a switch arm connected to the switch section of said wires to flex said section, r'and means adapted to be shifted by the weight of the car on one of said wires to operate said switch arm.

In testimony whereof I aiiiX-my signature in the presence of two witnesses.

ELZA T. S. GLIFFE.V Witnesses:

CHARLES W. Ciinw, DR. TALBUT. 

